DE102017208554A1 - Wheel suspension for an at least slightly actively steerable rear wheel of a two-lane vehicle, axle with a suspension and vehicle with a suspension - Google Patents

Abstract

The invention relates to a suspension for an at least slightly actively steerable rear wheel of a two-lane vehicle, an axle and a vehicle, wherein the suspension comprises a wheel carrier for receiving the wheel, a steering arm and at least one other link for connecting the wheel carrier to the vehicle body and an actuator with at least an actuator for active steering of the wheel in a first active steering direction, preferably in toe, and in a second active steering direction, in particular in Nachspur, wherein the wheel carrier is at least two parts and a first Radträger-part and a second Radträger- Part has, wherein the first Radträger-part is designed to receive the wheel and the second Radträger-part on at least one of the other links on the vehicle body is connectable, in particular not actively steerable, and wherein the first Radträger-part and the second Radträger-part in a functional use ungszustand the suspension in a vehicle by means of the actuator device are movable relative to each other so that an active, at least slight steering movement of the wheel is effected.

Description

The present invention relates to a suspension for an at least slightly actively steerable rear wheel of a two-lane vehicle and an axle for a two-lane vehicle, in particular for a two-lane motor vehicle, and a vehicle with such a suspension.

Wheel suspensions for an at least slightly actively steerable rear wheel are basically known from the prior art, for example from the "Renault Laguna GT", for which at the time of registration a rear-wheel steering under the name "4-wheel steering 4Control" is offered as an optional extra, or from the "BMW 7 Series "As well as the" 5 BMW ", for which the rear-wheel steering is offered at the time of registration in conjunction with the active steering as an optional extra under the name" Integral Active Steering ".

In both steering systems, i. Both in the "four-wheel steering 4Control" of "Renault" and in the integral active steering of "BMW" can at a steering angle of the front wheels simultaneously the wheels of the rear axle - up to a maximum wheel angle of 3.5 ° or 3 ° - be actively steered, the rear wheels are taken below a defined speed value in the opposite direction to the front wheels to allow the smallest possible turning circle, while above a defined speed, the rear wheels are taken in the same direction as the front wheels to the driving stability improve the vehicle at a faster pace.

In the rear-wheel steering of BMW, the "integral active steering", the steering movement of the rear wheels is effected by means arranged in the rear axle actuator means, which is coupled via a tie rod with the left rear wheel and the right rear wheel and by means of which each active steering movement of the rear wheels can be effected. A suspension for the above purpose is for example off DE 10 2011 007 283 A1 known.

For reasons of space, the maximum possible Radeinschlagwinkel is usually limited to a few degrees, in particular only Radeinschlagwinkel maximum of 3.5 ° are possible in exceptional cases, a maximum of 5 °, as for larger Radeinschlagwinkel not the required space available stands.

Furthermore, from the prior art, for example from the DE 103 30 894 A1 , Wheel suspensions for active camber adjustment known in which by means of an actuator, the camber angle of a vehicle wheel can be actively changed. The in the DE 103 30 894 A1 described suspension has a split wheel carrier, of which a first part is coupled to a frame or a structure of the vehicle via links and a second part is pivotally mounted on the first part. Furthermore, an actuator is provided, by means of which the two wheel carrier parts can be pivoted relative to one another, wherein the camber of the vehicle wheel fastened to the wheel carrier can be changed by pivoting the two wheel carrier parts relative to each other. In addition, the wheel carrier can be further subdivided and in particular have three wheel carrier parts which are connected to one another via two actuators, the first wheel carrier part being pivotably connected to the second wheel carrier part about a substantially horizontally extending pivot axis and the second wheel carrier part being essentially vertical extending pivot axis is pivotally connected to the third wheel carrier part. By the pivotally movable connection between the second Radträgerteil and the third Radträgerteil with substantially vertically extending pivot axis active steering, in particular an active lane steering, of the vehicle carrier connected to the wheel carrier can be effected via an acting between the second and third Radträgerteil actuator.

Against this background of the prior art, it is an object of the present invention to provide an alternative suspension, in particular an improved suspension, which allows at least slightly active steering of a rear wheel of a two-lane vehicle. Preferably, it is an object of the invention to provide a suspension for an at least slightly actively steerable rear wheel of a two-lane vehicle, with which larger Radeinschlagwinkel are possible with a comparable available space. In addition, an object of the present invention to provide an actively steerable rear axle for a two-lane vehicle and a two-lane vehicle with actively steerable rear axle.

This object is achieved by a suspension with the features of claim 1, by an axle having the features of claim 15 and by a vehicle having the features of claim 17. Advantageous and preferred embodiment of the invention are the subject of further claims and will become more apparent in the following explained. The wording of the claims is incorporated herein by express reference. Some of the features mentioned below, in order to avoid repetition, partially described only once, ie only in connection with a suspension of the invention, an inventive axle or a Inventive vehicle, however, apply regardless of both for a suspension according to the invention, an axle according to the invention as well as for a vehicle according to the invention.

A wheel suspension according to the invention for an at least slightly actively steerable rear wheel of a two-lane vehicle has a wheel carrier for receiving the wheel, a steering arm and at least one other link for connecting the wheel carrier to the vehicle body and an actuator with at least one actuator for actively steering the wheel in a first active -Lenkrichtung, preferably in toe-in, and in a second active-steering direction, in particular in Nachspur on, wherein the wheel carrier is at least in two parts and has a first Radträger-part and a second Radträger-part. The first wheel carrier part is designed to receive the wheel and the second wheel carrier part is connectable via at least one of the other handlebars on the vehicle body, in particular not actively steerable, wherein the first wheel carrier part and the second wheel carrier part in a functional use state of Wheel suspension in a vehicle by means of the actuator device are movable relative to each other so that an active, at least slight steering movement of the wheel is effected.

According to a first aspect of the invention, the control arm is articulated on the first wheel carrier part and at least one actuator of the actuator is coupled via the toe link with the first wheel carrier part, wherein in particular at least one actuator of the actuator connected to the first wheel carrier part via the toe link is.

In contrast, according to a second aspect of the invention, the toe link is articulated on the second wheel carrier part on the wheel carrier side, and the first wheel carrier part and the second wheel carrier part are coupled to one another via at least one actuator of the actuator device.

With a suspension according to the invention, both with a designed according to the first aspect of the invention suspension and formed in accordance with the second aspect of the invention, compared to a comparable suspension with a one-piece wheel with almost the same space requirement of the wheel and otherwise almost unchanged axle geometry respectively an increase of the maximum possible wheel steering angle during active steering of more than 2 ° can be achieved, in particular depending on the axle geometry and kinematics an increase of up to 7 °, in particular without space constraints between the wheel or its tires and a rear axle and / or the body , in particular their side members. That With a wheel suspension according to the invention, wheel deflection angles of more than 5 °, in particular of up to 10 °, in particular in toe-in, can be realized, in particular with a comparable space requirement. As a result, a significant reduction of the turning circle is possible.

In the sense of the invention, "actively steerable" is understood to mean the effecting of a steering movement by means of an actuator device, i. An actively steerable wheel in the sense of the invention is a wheel which can be steered by means of an actuator device.

For the purposes of the invention, steering means the effecting of a change in the track of a wheel.

In the sense of the invention, the term "at least slightly actively steerable" is understood to mean the effecting of a steering movement, in particular a change of lane, with a wheel steering angle of less than 15 °, in particular of less than 10 °.

In the sense of the invention, a track link is understood to mean that link of the wheel suspension by means of which the track of the wheel can be adjusted.

In the context of the invention, "coupled" means "interacting with one another, in particular mechanically", wherein two components that are coupled to one another are mechanically connected to one another within the meaning of the invention, the two components in each case being directly, i. directly, without additional components in between, may be connected to each other, or else indirectly, i. e. indirectly with at least one other component in between.

Preferably, the at least one further link of a suspension according to the invention, particularly preferably all other links, wheel carrier connected to the second wheel carrier part, in particular articulated, preferably at least one link of the suspension as in conventional manner known in the art tied to the wheel is, in particular all other handlebars.

Preferably, the second Radträger-part of a suspension according to the invention is not designed actively steerable, in particular not actively steered connected to the vehicle body, but only the first RadträgerTeil. The second wheel carrier part is preferably connected to the vehicle body in such a way that, as with a conventional axle, it can lift the wheel and / or elastokinematic steering movements of the wheel allows, wherein the second wheel carrier part in particular is not actively pivotable relative to the vehicle body, but only so movable relative to the vehicle body, that the aforementioned lifting movement and / or the aforementioned elastokinematic steering movements in particular only by external, acting on the wheel transverse, Longitudinal and / or vertical forces can be effected.

At least one actuator of the actuator device is preferably a linear actuator, in particular a linear motor, wherein the actuator is preferably an electrically drivable actuator. Alternatively, at least one actuator of the actuator device may also be a hydraulic actuator, in particular a hydraulic cylinder.

The toe link of a suspension according to the invention formed according to the first aspect of the invention is preferably connected to the actuator side of the vehicle body, wherein the actuator in this case particularly preferably on the vehicle body, i. on the body and / or on an axle, in particular on the rear axle, is connected. In this case, at least one actuator and / or the entire actuator device is particularly preferably designed as a linear actuator, in particular as a so-called "central actuator" and / or as a "central actuator device", via which both the left rear wheel of an actively steerable rear axle of a two-lane vehicle can be actively steered, as well as the right rear wheel of the axle, preferably simultaneously, in particular in the same direction.

Coincidentally steering in the sense of the invention means to steer both wheels of an axle simultaneously in the same direction, i. simultaneously to the left or simultaneously to the right to steer.

In a wheel suspension according to the invention designed according to the second aspect of the invention, however, the toe link is preferably articulated directly on the vehicle body side, ie on the vehicle body side. on the body of the vehicle or an axle, in particular on the rear axle. In this case, the active steering movement, i. in particular the relative movement of the first wheel carrier part relative to the second wheel carrier part, by which at least one actuator causes, via which the first wheel carrier part and the second wheel carrier part are coupled together.

In an advantageous embodiment of a formed according to the second aspect of the invention suspension according to the invention at least one actuator of the actuator is connected to the first Radträger-part and the second Radträger-part and in particular at least partially in the vehicle transverse direction between the first Radträger-part and the second Radträger-part arranged. As a result, in a particularly simple manner, in particular with a linear actuator, the relative movement between the first wheel carrier part and the second wheel carrier part required for active steering can be produced, in particular generated.

In an advantageous embodiment of a suspension according to the invention, both in a formed according to the first aspect of the invention and in a suspension formed according to the second aspect of the invention, the first Radträger-part and the second Radträger- part are pivotable about a substantially in Vehicle vertical direction extending pivot axis connected to each other, which defines an active steering axis at least in a first defined active steering angle range and / or for the first active steering direction.

Preferably, the first wheel carrier part and the second wheel carrier part are connected to each other by means of a hinge joint, wherein the hinge joint preferably has a bolt, via which the first wheel carrier part and the second wheel carrier part are connected to each other and which defines in particular the pivot axis ,

The first defined active steering angle range in the sense of the invention is understood to be a first Radeinschlagwinkelbereich which is traversed starting from the straight ahead position by an active steering movement in a first active steering direction, in which case the respective wheel thereby rotates about an active steering axle and pivots about an active steering axle.

As the second defined active steering angle range in the sense of the invention, a second Radeinschlagwinkelbereich is understood, which is traversed starting from the straight-ahead position by an active steering movement in a second active steering direction, in which case the respective wheel also rotates about an active steering axle or . pivots about an active steering axle.

In the sense of the invention, an active steering axle is understood to mean a steering axle about which a pivotal movement of the wheel takes place during active steering, and thus a steering movement with a toe angle change.

The active steering axle of the first active steering direction and the active steering axle of the second active steering direction may coincide, but need not be identical.

The first defined active steering angle range is preferably passed through during towing, starting from a straight-ahead position in toe-in. When steering, starting from the straight ahead position in the rearward lane, the second defined steering angle range is preferably traversed.

Preferably, a suspension according to the invention is basically designed such that the first wheel carrier part and the second wheel carrier part are pivotable about a second steering axis, in particular without being moved relative to each other, wherein the second steering axle preferably by the geometry and elastokinematics of the suspension is defined.

In some embodiments of a suspension according to the invention, the entire wheel carrier can be actively pivoted about this second steering axis, i. be actively steered around the second steering axle.

In contrast, in other embodiments of a wheel suspension according to the invention, the entire wheel carrier can only passively, i. only due to external forces and the axle kinematics and / or Elastokinematik to be pivoted about the second steering axis.

Some embodiments of a wheel suspension according to the invention have a plurality of active steering axles, in particular a first active steering axle for steering in the first active steering direction and a second active steering axle for steering in the second active steering direction.

In some embodiments of a wheel suspension according to the invention, at least one active steering axle can coincide with another active steering axle and / or the second steering axle about which both wheel carrier parts can be pivoted together without being moved relative to each other. In other embodiments of a suspension according to the invention, the second steering axle is different in each case from at least one active steering axle or from all active steering axles.

In a further advantageous embodiment of a wheel suspension according to the invention, both in a trained according to the first aspect suspension and in a formed according to the second aspect of the invention, the pivot axis about which the first Radträger-part and the second Radträger-part pivotally to each other are formed, in the vehicle longitudinal direction in front of the wheel center. Thereby, a particularly advantageous embodiment of a suspension according to the invention can be achieved, in particular the toe link can be arranged in each case behind the wheel center, which is particularly advantageous in terms of installation space.

Accordingly, in a further advantageous embodiment of a suspension according to the invention, both in a Ausgestaltungsradaufhängung according to the first aspect and in a configured according to the second aspect of the invention, the wishbone articulated in the vehicle longitudinal direction behind the wheel center on the wheel. This is particularly advantageous for space reasons. Thus, in a suspension according to the first aspect of the invention, the toe link is then articulated behind the wheel center on the first wheel carrier part and in a wheel suspension according to the second aspect of the invention behind the wheel center on the second wheel carrier part.

In addition to the arrangement of the toe link in the vehicle longitudinal direction behind the wheel center, the arrangement of the pivot axis in the vehicle longitudinal direction in front of the center of a wheel according to the invention formed according to the first aspect of the invention further has the advantage that at least one actuator of the actuator, in particular the entire actuator, also in the vehicle longitudinal direction behind Radmitte can be arranged, in particular in the region of the vehicle center, which in a particularly simple manner the use of a central actuator, in particular a central actuator, is possible with which both the left rear wheel and the right rear wheel of a rear axle of a two-lane vehicle actively steered can be, preferably simultaneously and in particular in the same direction. This has the advantage that only one actuator is to be controlled and is to be monitored for errors, etc., as a result of which integration into the entire vehicle is possible with respect to two individual actuators, i. compared with a configuration with an actuator for the left vehicle wheel and an actuator for the right vehicle, is considerably simplified.

In a further advantageous embodiment of a wheel suspension according to the invention, this embodiment being particularly advantageous in connection with a wheel suspension designed according to the first aspect of the invention, at least one wheel carrier part has a guide device for guiding the other wheel carrier part, preferably a guide device for guiding a free end of the other wheel carrier part, in particular for guiding the remote from the pivot axis free end of the other wheel carrier part. As a result, the stability of the wheel guide can be significantly improved.

In this case, the second wheel carrier part preferably has a guide device for guiding the first wheel carrier part. Such Guide means may for example be a guide rail or a guide groove or one or more guide pins or the like.

Particularly preferably, the guide means is a groove open on one side, which in particular at least in Nachspur a guide of the first Radträger-part allows, in particular around a straight-ahead, preferably to at least 1.5 ° toe, in particular to 3 ° in toe.

In toe, i. When steering in toe, a guide of the first Radträger-part is not essential and achievable by the leadership advantages may be represented only by space disadvantages, so that it may be more advantageous in some cases, when the guide device is designed so that they only one Guidance in Nachspur allows or a guide in toe and only in a small active steering angle range in toe around the straight ahead around, preferably to only 1 ° or 1.5 ° or a maximum of 3 ° in toe.

In a further advantageous embodiment of an inventive, designed according to the first aspect of the invention, the wheel carrier at least one stop, in particular a mechanical stop to an active steering movement about the first active steering axis at least in an active steering direction, preferably in the second steering direction, especially in Nachspur to limit. As a result, in particular in conjunction with a central actuator device arranged in the middle of the vehicle, it can be achieved that, after reaching the stop, the suspension has a steering kinematics like a comparable wheel suspension with a one-piece wheel carrier. This has the advantage that the conventional kinematics and Elastokinematikzielwerte can be adjusted in this way, particularly simple manner from reaching the stop, and that in particular a further steering in the second active steering direction with appropriate kinematics and Elastokinematik, as already at known in the prior art Hinterachslenkungen usual, can be effected via the Kardanik the bearing.

Of course, at least one stop may be provided in the first active steering direction, in particular a mechanical stop which limits an active steering movement in the first active steering direction, in particular toe in order to achieve a behavior of the suspension after reaching the stop when steering in toe how to effect with a one-piece wheel carrier. However, this is not advantageous in all cases from a construction space technical point of view. This depends in particular on the respective properties of the suspension, in particular their geometry and kinematics, and whether this is appropriate.

In a further advantageous embodiment of an inventive, designed according to the first aspect of the invention, the suspension is in particular designed such that after reaching the stop, preferably outside the first defined active steering angle range, the first wheel carrier part and the second wheel carrier part on further steering, preferably on further steering in the second active steering direction, in particular on further Nachspurlenken, ie on further steering in after-lane, are movable together about the second steering axis, in particular in further active steering by means of the actuator, wherein the second steering axis is defined in particular by the geometry and elastokinematics of the suspension.

In a further advantageous embodiment of an inventive, formed in accordance with the second aspect of the invention, the actuator comprises at least two actuators, wherein preferably the first Radträger-part and the second Radträger-part are coupled to each other via two actuators of the actuator.

In a particularly advantageous embodiment of a suspension according to the invention according to the second aspect of the invention, the first wheel carrier part and the second wheel carrier part for active steering are each movable in opposite directions in the vehicle transverse direction by means of the two actuators, wherein a relative movement of the two wheel carrier parts to each other causes a steering movement of the wheel about an active steering axis, wherein the active steering in a first active steering direction, the active steering axis preferably in the vehicle longitudinal direction in front of the wheel center and in particular during active steering in a second active steering direction behind Radmitte. Alternatively, the active steering axle can lie between the two actuators, in particular centrally therebetween, preferably at the level of the wheel center. Such a suspension allows a particularly simple way independent steering of the two wheels, i. the right wheel and the left wheel, a rear axle from each other. Furthermore, no space in the middle of the vehicle is required for a central actuator device. However, two actuators are required for each wheel, which are to be integrated into the overall vehicle accordingly and each require a corresponding integration effort.

In a further advantageous embodiment of a suspension according to the invention, both in one according to the first aspect of the invention trained suspension as well as in a formed according to the second aspect of the invention, the first wheel carrier part and the second wheel carrier part are mechanically connected to each other by means of at least one coupling device.

In a particularly advantageous embodiment of a suspension according to the invention, which may be formed both according to the first aspect of the invention and according to the second aspect of the invention, the first Radträger-part and the second Radträger-part by means of two coupling means mechanically connected to each other, said Coupling devices are adapted to guide the first wheel carrier part and the second wheel carrier part during active steering preferably in opposite directions in the vehicle transverse direction, wherein a relative movement of the two wheel carrier parts mutually causes a steering movement of the wheel about an active steering axle, wherein the active Steering axle is located in particular in the vehicle longitudinal direction between the two coupling devices, preferably in the middle therebetween, in particular at the height of the wheel center.

In a further advantageous embodiment of a suspension according to the invention, both in a trained according to the first aspect of the invention and in a suspension formed according to the second aspect of the invention, at least one coupling device on a slotted guide and / or an actuator or is by a slotted guide and / or an actuator formed, wherein preferably both coupling devices have a slotted guide and / or an actuator or are formed by a slotted guide and / or an actuator.

In this case, the second wheel carrier part particularly preferably has at least one link, preferably at least one link guide groove, while in particular the first wheel carrier part has at least one sliding block, in particular at least one link guide pin, preferably in the link, in particular in the link -Führungsnut, the second wheel carrier part is guided. As a result, a particularly advantageous mechanical coupling of the first wheel carrier part to the second wheel carrier part can be realized.

In particular, with two, arranged between the first Radträger-part and the second Radträger-part actuators, in particular, when the actuators are designed as linear actuators, a suspension with flexibly adjustable active steering axle can be provided in a simple manner, since the respective Active steering axle as a function of the relative movement of the two actuators sets.

An axle according to the invention for a two-lane vehicle, in particular for a two-lane motor vehicle, with a left suspension and a right suspension, characterized in that it comprises at least one suspension according to the invention, preferably the left suspension and the right suspension have the same characteristics, i. have an identical structure, only adapted to the respective vehicle side.

In an advantageous embodiment of an axle according to the invention, the axle has a left wheel suspension for a left wheel and a right wheel suspension for a right wheel, wherein the left wheel suspension and the right wheel suspension respectively according to the first aspect of the invention are formed and have a common actuator device, in particular a common actuator, wherein by means of the common actuator device, the first Radträger-part and the second Radträger-part of the left suspension in a functional installation state of the axle in a vehicle are movable relative to each other so that an active, at least slight steering movement of the left wheel is effected , and wherein, preferably at the same time, by means of the common actuator device of the first Radträger-part of the second Radträger-part of the right wheel suspension in a proper state of installation of the axle in a vehicle in such a way relative to each other movable si nd, that an active, at least slight, in particular the same direction, steering movement of the right wheel of the axle is effected. That in other words, an axle according to the invention preferably has a central actuator means, by means of which both the left rear wheel and the right wheel of the axle are each actively steered, preferably simultaneously, in particular in the same direction, i. simultaneously to the left and / or simultaneously to the right.

A vehicle according to the invention is characterized in that it has at least one wheel suspension according to the invention and / or at least one axle according to the invention.

These and other features will become apparent from the claims and from the description also from the drawings, wherein the individual features in each case alone or more in the form of sub-combinations in one embodiment of the invention be realized and represent advantageous and inherently protectable versions for which protection is claimed, if this is technically reasonable.

In the following the invention with reference to five preferred embodiments will be further explained, the invention being schematically illustrated in the accompanying drawings. 1 shows a first embodiment of a trained according to the first aspect of the invention suspension for a left rear wheel of an inventive axis of a vehicle according to the invention in a straight ahead position in plan view, 2a in plan view, the embodiment of 1 with actively in toe steered wheel and 2 B in plan view, the embodiment of the 1 and 1a with active wheel in following lane. 3 shows, also in plan view, a second embodiment of a trained according to the first aspect of the invention suspension for a left rear wheel of an inventive axis of a vehicle according to the invention with actively steered wheel in Nachspur. 4a shows, also in plan view, a third embodiment of a trained according to the first aspect of the invention suspension for a left rear wheel of an inventive axis of a vehicle according to the invention with actively steered in toe wheel and 4b in plan view, the embodiment of 4a with active wheel in following lane. 5a shows, also in plan view, a fourth, similar to the third embodiment trained embodiment of the invention formed according to the first aspect of the invention for a left rear wheel suspension of an inventive axle of a vehicle according to the invention with actively steered wheel and 5b in plan view, the embodiment of 5a with active wheel in following lane. 6 shows a fifth embodiment of an inventive, but formed according to the second aspect of the invention suspension for a left rear wheel of an inventive axis of a vehicle according to the invention in a straight ahead position in plan view, 7a in plan view, the embodiment of 6 with actively in Nachspur steered wheel and 7b in plan view, the embodiment of the 6 and 7a with actively steered wheel in toe. 8a shows, also in plan view, a sixth embodiment of a device according to the invention, also formed according to the second aspect of the invention for a left rear wheel of an inventive axle of a vehicle according to the invention with actively steered in toe wheel and 8b in plan view, the embodiment of 8a with active wheel in following lane.

Essential to the invention may be all of the features described, as well as all of the features shown. For better understanding, functionally identical components of the individual exemplary embodiments have the same reference numerals.

1 shows a first embodiment of an inventive, formed in accordance with the first aspect of the invention suspension 10 for a left rear wheel 1 a not shown here, inventive axis of a likewise not shown, inventive two-lane car in straight ahead position in plan view, ie at a toe angle of δ = 0 °, wherein the suspension is adapted to the rear wheel 1 at least slightly active.

In the present case, the straight-ahead position is simply designated in each case with a toe angle of δ = 0 °, but excludes all axis settings that are customary in practice with toe angles deviating from 0 ° δ in construction position with. That is to say under "straight-ahead position" within the meaning of the invention is understood in each case the Radeinschlagwinkel, which in design position with straight steering wheel, ie at a target steering wheel angle of 0 °, adjusts, even if the thereby adjusting the wheel toe angle δ deviate from 0 degrees.

The suspension of the invention 10 has a wheel carrier 2 for receiving the wheel 1 as well as several handlebars 5 . 6 and 7 for connection of the wheel carrier 2 on the vehicle body, in particular a toe link 7 and two more handlebars 5 and 6 , which in this case each as a wishbone 5 and 6 serve.

The wheel carrier 2 is formed in two parts and has a first wheel carrier part 2A with a substantially L-shaped cross section in the vehicle vertical direction z and a second wheel carrier part 2 B having a substantially rectangular cross section in the z direction, wherein the rear wheel 1 at the first wheel carrier part 2A is attached and the second wheel carrier part 2 B at least about the other handlebars 5 and 6 ie at least over the two control arms 5 and 6 , on the vehicle body can not be connected actively steerable. Here are the two other handlebars 5 and 6 in particular for connection to known from the prior art and usual manner provided on a rear axle, not shown here.

Furthermore, the suspension of the invention 10 for actively steering the wheel 1 in a first active steering direction R1 and in a second active steering direction R2 an actuator device with an electrically driven linear motor as an actuator 8th on, with a steering lock of the wheel 1 in the first active steering direction R1 causing steering of the wheel in toe-in and to toe angles δ + leads and a steering angle of the wheel 1 in the second active steering direction R2 to a steering in after-gauge, ie to Toe angles δ-. The actuator 8th is also configured for attachment to the rear axle, not shown here.

The first wheel carrier part 2A and the second wheel carrier part 2 B are by means of unspecified, respectively in the two wheel carrier parts 2A and 2 B movably mounted bolt, in particular by means of a slide-mounted bolt, pivotally about a pivot axis extending substantially in the vehicle vertical direction z 3 connected to each other, wherein the bolt, in particular the pivot axis 3 , in this embodiment of a suspension according to the invention 10 at least in a first defined active steering angle range, in particular for steering in the first active steering direction R1 from the straight-ahead position, ie from a toe angle of δ = 0 ° towards toe-in δ +, a first active steering axle 3 Are defined.

This is good on the basis of 2a and 2 B recognizable, wherein 2a in plan view, the embodiment of 1 with active in toe δ + steered wheel 1 shows and 2 B in the plan view of the embodiment of the 1 and 1a with wheel actively steered in toe δ- 1 ,

The pivot axis 3 , which in this case with the first active steering axle 3 coincides, lies with this suspension 10 in vehicle longitudinal direction x in front of wheel center M ,

For transmission of the actuator, in particular the linear motor 8th , generated steering force on the wheel carrier 2 , in particular to the first wheel carrier part 2A , Is in this, according to the first aspect of the invention formed wheel suspension 10 the handlebar 7 According to the invention wheel carrier side on the first wheel carrier part 2A hinged and vehicle body side on the actuator 8th Tailored, the toe-link 7 in this case, in order to have the largest possible lever for active steering available in the vehicle longitudinal direction x behind wheel center M on the wheel carrier 2 is articulated, especially at a free end 9 of the first wheel carrier part 2A , The connection of the toe link in the vehicle longitudinal direction x behind the wheel center M is also advantageous for space reasons, as behind Radmitte M usually more space is available than before Radmitte M ,

The connection of the track handlebar 7 on the wheel carrier 2 takes place by means of a known from the prior art for wheel carrier connection of the toe link on the wheel and commonly used joint.

For a particularly stable suspension 10 has this embodiment of a suspension according to the invention 10 one on the second wheel carrier part 2 B fixed guide device 11 which is adapted to at least partially the first wheel carrier part 2A , in particular its free end 9 , which is on the of the pivot axis 3 facing away from the wheel carrier part 2A is at least partially guided during active steering. This can, in particular in the area around the straight-ahead around, ie δ = 0 ° around, (cf. 1 ) and in active and / or passive steering in a toe angle range starting from the straight ahead position δ = 0 ° in the direction of the toe δ - To achieve a particularly stable wheel, which is particularly important, since especially at very high speeds at which very large forces acting on the suspension, toe angles δ to occur in the straight ahead.

In addition, the inventive, in 1 to 2 B illustrated suspension 10 a stop 12 on, by a stop element 12 is formed in the form of a rubber buffer and serves as a mechanical stop and is provided to an active steering movement about the first active steering axis 3 in the second active steering direction R2 , ie when actively steering in the direction of the toe δ - to limit what is based on the 2a and 2 B is clearly recognizable.

In a functional condition of use of the suspension 10 in a vehicle, especially in a two-lane vehicle, the first wheel carrier part can 2A and the second wheel carrier part 2 B by means of the actuator device, in particular by means of the linear motor 8th , are moved relative to each other so that an active steering movement of the wheel 1 of at least 7 ° about the first active steering axle 3 , in particular of up to 10 ° about the first steering axis 3 in the first active steering direction R1 is possible, in which case the wheel carrier 2 essentially about the pivot axis 3 "Unfolds" and the first Radträger-part 2A around the pivot axis 3 opposite the second wheel carrier part 2 B , which in a functional use condition of the suspension 10 not actively steered attached to the vehicle body, turns, see 2a and 2 B .

An actuator movement in the vehicle transverse direction y to vehicle outside, ie based on the representation in the 1 to 2 B towards the wheel 1 , causes a "unfolding" of the wheel carrier 2 as exemplified in 2a shown, and thus a steering of the left rear wheel 1 in toe δ + , in particular in the first active steering direction R1 while an actuator movement in the vehicle transverse direction y to the right, ie after vehicle inside, causes a "collapse" and to a steering in the second active steering direction R2 of the rear wheel 1 leads and thus a Radeinschlag towards Nachspur δ - effects, as exemplified in 2 B shown.

There is no relative movement of the two wheel carrier parts 2A and 2 B to each other, the steering movement of the wheel takes place 1 about a second steering axle 4 As in a conventional, known from the prior art suspension with integrally formed wheel carrier, wherein the kinematics and elastokinematics of the suspension and / or the axis of the course of the second steering axis 4 define.

The in the 1 to 2 B shown, according to the invention designed according to the first aspect of the invention suspension 10 is in particular designed such that after reaching the stop 12 , where the stop 12 at the wheel suspension 10 when a defined Nachspurwinkels is exceeded δ - is achieved, the first wheel carrier part 2A and the second wheel carrier part 2 B , with further active steering in the second active steering direction R2 , ie with further steering in the direction of the toe δ-, up to an end position of the actuator 8th together, ie as a one-piece wheel carrier to the second steering axle 4 are pivotable, wherein the second steering axle 4 in particular by the geometry and elastokinematics of the suspension 10 is defined and defined in this case, a second active steering axle. As a result, the suspension behaves 10 after reaching the stop 12 or if the first wheel carrier part 2A at the stop 12 rests, during further steering in toe δ- both in further active steering by means of the actuator device as well as in further passive steering due to external forces acting in the direction of toe δ - like a conventional wheel suspension with one-piece wheel carrier.

That is, the steering movement about the second steering axis 4 without a relative movement of the two wheel carrier parts 2A and 2 B to each other, can be an actively caused steering movement, ie one by means of the actuator 8th be caused steering movement, or a passive steering movement, caused by external forces and the axle kinematics and / or Elastokinematik, and caused for example by steering effects during compression or rebound, the second steering axle 4 when actively steering this suspension 10 only after reaching the stop 12 with further steering in toe δ- a second active steering axle 4 Are defined.

With the suspension of the invention 10 can during active steering, in particular during active steering in toe δ +, the steering shaft active during active steering, in this case the first active steering axle 3 , compared to the conventional, second steering axle 4 in passive steering and / or active steering when the first wheel carrier part 2A and the second wheel carrier part 2 B are not moved relative to each other, the steering axis is, in the vehicle longitudinal direction x further forward and in the vehicle transverse direction further displaced inward, resulting in other space conditions when Radeinschlag. With appropriate structural design of a suspension according to the invention 10 can be better utilized by the available space in favor of larger Radeinschlagwinkel. In particular, larger wheel steering angle or toe angle, especially when steering in toe δ +, realize. This in turn can be achieved a significant reduction of the turning circle.

3 shows, also in plan view, a second embodiment of an inventive, according to the first aspect of the invention formed wheel suspension 20 , which is also provided for a left rear wheel of an inventive axle of a vehicle according to the invention, wherein the suspension 20 in 3 with actively in Nachspur δ- steered rear wheel 1 is shown.

This embodiment of a suspension according to the invention 20 , different from the one based on the 1 to 2 B previously described, inventive suspension 10 in that with this suspension 20 the pivot axis 3 , which is the first active steering axle 3 defined, in the vehicle longitudinal direction x behind wheel center M is arranged, and the steering arm 7 and the actuator device with the actuator 8th each in the vehicle longitudinal direction x in front of the center of the bike M are arranged. Accordingly, the management device 11 as well as the stop 12 in the vehicle longitudinal direction x in front of the center of the bike M arranged.

This embodiment of a suspension according to the invention 20 , works on the same principle as the previous one 1 to 2 B described suspension according to the invention 10 , only with the difference that the stop 12 active steering in the direction of toe δ + limited and out of gauge and that the first wheel carrier part 2A and the second wheel carrier part 2 B only when a defined active steering angle range in toe δ +, ie for toe angle is exceeded δ above it, with further steering in toe δ + together around the second steering axle 4 can be moved. Ie the suspension 20 thus behaves after reaching the stop 12 and with further steering in toe δ + as a comparable, conventional wheel suspension with one-piece wheel.

The 4a and 4b show a third embodiment of a suspension according to the invention 30 for a left rear wheel 1 an inventive axle of a vehicle according to the invention, this suspension 30 also according to the first aspect of the invention is formed and consequently the steering handle 7 also according to the invention on the first wheel carrier part 32A is hinged, where 4a the suspension of the invention 30 in plan view with active in toe δ + steered wheel shows and 4b , The invention according to suspension 30 with active in Nachspur δ - steered wheel 1 ,

As with the basis of the 1 to 2 B described embodiment of a suspension according to the invention 10 is also in the in the 4a and 4b illustrated, inventive suspension 30 the handlebar 7 Radträgerseitig each at the first Radträger-part 32A in the vehicle longitudinal direction x behind wheel center M arranged.

The actuator device with the actuator 8th , which also in this case an electrically driven linear motor 8th is, is also for connection in the vehicle longitudinal direction x behind wheel center M provided, in particular also for connection to the rear axle.

In this suspension 30 , points the first wheel carrier part 32A but instead of an L-shaped cross-section in the z-direction as in the previously described suspension 10 and 20 a substantially rectangular cross section, and the second wheel carrier part 32B has a substantially U-shaped cross section instead of a substantially rectangular cross section in the z-direction.

Furthermore, this suspension differs 30 from the two suspension systems according to the invention described above 10 and 20 in that the first wheel carrier part 32A and the second wheel carrier part 32B not by means of a bolt pivotally about a pivot axis 3 are connected to each other, but in each case by means of two coupling devices 34 and 37 respectively. 35 and 36 in the form of slide guides, each by a sliding guide pin 34 respectively. 35 as well as by correspondingly designed scenes guide grooves 36 respectively. 37 are formed.

The scenes guide grooves 36 and 37 are each to guide the associated link guide pin 34 respectively. 35 trained and lead the associated scenery guide pins 34 respectively. 35 in particular in the case of a displacement or movement thereof in the vehicle transverse direction y and thus at a displacement or movement of the first Radträger-part 32A , wherein the scenes guide grooves 36 and 37 in this case have a slightly curved course, preferably a circular arc-shaped course, wherein a center of curvature x in the vehicle longitudinal direction x in particular between each of the two guide grooves 37 and 36 is located, preferably at the height of the wheel center M , In this case, the two centers of curvature of the two slide guide grooves particularly preferably fall 37 and 36 together and in particular define the active steering axle 33 ,

Another difference of this suspension 30 compared to the embodiments described above is that in this suspension 30 the axle geometry, axle kinematics and elastokinematics are chosen such that the active steering axle 33 also in each case after reaching the stops in the slotted guides, in particular after reaching the end of at least one link guide 37 and or 36 , that steering axle 33 is to which each of the entire wheel carrier 32 moved on further, active and / or passive steering. That means the first active steering axle 33 also defines the second steering axle in this embodiment 4 , It goes without saying that with other geometric dimensions of the two wheel carrier parts 32A and 32 B and another embodiment of the two coupling devices, in particular the two slide guides, the steering axle 33 in the vehicle longitudinal direction X may be further forward or further back and also from the second steering axis 4 may be different, with the in the 4a and 4b illustrated suspension according to the invention, 30 the active steering axle 33 as well as the second steering axle 4 in about the middle of the wheel center M lie.

5a shows a fourth, similar to the third embodiment formed embodiment of an inventive, formed in accordance with the first aspect of the invention suspension 40 for a left rear wheel 1 an inventive axis of a vehicle according to the invention with active in toe δ + steered wheel 1 and 5b in plan view, the embodiment of 5a with active wheel in following lane 1 ,

The suspension 40 from the 5a and 5b differs thereby from the basis of the 4a and 4b described suspension 30 that at the in the 5a and 5b pictured suspension 40 the scenes guide grooves 46 and 47 are each designed such that when steering in toe δ + the first active steering axle 43 , ie the active steering in toe δ + acting steering axle, in front of the wheel center M lies, in particular in the area of the sliding guide pin 34 and coincides with its longitudinal axis, and that during active steering in after-lane δ-the first active steering axle 43 , ie the steering axle acting in active lane in δ-acting steering axle, behind the wheel center M lies, in particular in the area of the sliding guide pin 35 and coincides with its longitudinal axis, while in the suspension 30 the first active steering axle 33 at the height of the center of the bike.

By the arrangement of the first active steering axle 43 each clearly before the wheel center M when active steering in toe-in d + and / or clearly behind the wheel center M When steering in Nachspur d- greater space advantages can be achieved than with the basis of 4a and 4b described suspension according to the invention 30 , Especially in the area of a vehicle inside Radvorderkante.

The opposite the suspension 30 another position of the first active steering axle 43 of the suspension 40 can by another, correspondingly suitable embodiment of the scenes guide grooves 46 and 47 be achieved. One possibility of a suitably suitable embodiment is the slide guide grooves 46 and 47 in each case such that, starting from the straight-ahead position, a movement of the associated link guide pin 34 respectively. 35 in the respective guide groove 47 respectively. 46 only in the direction of the vehicle outside is possible. That is, preferably, the slotted guide grooves 47 and 46 designed such that the associated link guide pins 34 and 35 in straight ahead position on the vehicle inside end of the slide guide grooves 47 respectively. 46 located, ie in each case on a vehicle inside end stop of the associated link guide grooves 47 respectively. 46 ,

After reaching the maximum possible, adjustable by active steering toe-in and / or Nachspurwinkels δ + or δ-, the wheel 1 a wheel suspension according to the invention 40 preferably elastokinematically about the second steering axis as in a conventional axis 4 can be steered or swiveled, whereby in this case, both wheel carrier parts in passive steering 32A and 32B together around the second steering axle 4 move.

6 shows a fifth embodiment of a suspension according to the invention 50 for a left rear wheel of an inventive axis of a vehicle according to the invention in straight ahead position with δ = 0 ° in plan view, wherein the suspension 50 is formed according to the second aspect of the invention.

According to the invention the toe link 7 Radträgerseitig the second wheel carrier part 2 B Tailored and the first Radträger-part 2A and the second wheel carrier part 2 B are through an actuator 58 coupled together, in particular directly by the actuator 58 connected to each other, wherein the actuator 48 is also an electrically driven linear motor.

Otherwise corresponds to the suspension 50 out 6 the suspension 10 from the 1 to 2 B , In particular, the first wheel carrier part 2A and the second wheel carrier part 2 B also as in the first embodiment of a suspension according to the invention 10 formed and also by means of a bolt pivotally about a pivot axis 3 , which is a first active steering axle 3 defined, interconnected.

Based on 7a and 7b is clearly visible, as in the suspension of the invention 50 out 6 by means of the actuator 58 in each case an active steering is effected, wherein the pivot axis 3 while both active steering in toe δ + as well as in active steering in the wake δ starting from the straight-ahead position δ = 0 respectively the first active steering axle 3 forms.

After reaching one in the 7a to 7b each stop, not shown (see. 1 to 2 B ), in particular a respective mechanical stop of the actuator 58 , while passive steering are both wheel carrier parts 2A and 2 B together, in particular without a relative movement to each other, also about a second, not drawn steering axis, which in particular not with the first active steering axle 3 coincides, but approximately at the wheel center M is as in the first embodiment of a suspension according to the invention 10 , pivotable, as in the first embodiment of a suspension according to the invention 10 ,

8a and 8b show, also in plan view, a sixth embodiment of an inventive, also formed according to the second aspect of the invention the suspension 60 for a left rear wheel of an axle according to the invention of a vehicle according to the invention, wherein the wheel suspension according to the invention 60 in 8a with active in toe δ + steered wheel 1 is shown and in 8b with active in toe δ-steered wheel 1 ,

As with the basis of the 7a and 7b described fourth embodiment of a suspension according to the invention 50 is also in this embodiment of the toe link 7 According to the invention wheel carrier side on the second wheel carrier part 62B hinged and intended to be connected directly to the vehicle body or on the rear axle.

In this embodiment of a suspension according to the invention, 60 have both wheel carrier parts 62A and 62B one in the vehicle vertical direction z substantially rectangular cross-section on, with the two wheel carrier parts 62A and 62 B directly by means of two actuators 68A and 68B are coupled together and in particular directly connected to each other.

The two actuators 68A and 68B are with this suspension 60 In this case, they are designed in such a way that they also each fulfill a function as a guide device as well as a function as a coupling device, ie they not only serve to generate the active steering movement, but also assume the function of the guide device 11 , which are based on the suspension 10 has been described, as well as the leadership of the first Radträger-part 62A when moving relative to the second wheel carrier part 62B ,

In some applications, especially with larger occurring wheel forces, however, it may be more advantageous to separate the guide function and / or the coupling function from the actuator function and to support the wheel forces occurring in addition to at least one actuator additionally at least one guide device and / or a coupling device, in particular one at least one slotted guide to provide. As a result, the actuator device, in particular at least one actuator, can be relieved of the occurring wheel forces.

As based on the 8a and 8b is clearly visible, this embodiment of a suspension according to the invention 60 It is designed such that during active steering in toe δ + the first wheel carrier part 62A around an active steering axle 63 is pivotable, which in the vehicle longitudinal direction x is located in front of the center of the wheel, while active steering in after-lane δ-, in particular in each case starting from the straight ahead position, ie in each case starting from δ = 0, the active steering axle 63 in the vehicle longitudinal direction x behind the wheel center, wherein in this embodiment of a suspension according to the invention, 60, the first active steering axle 63 in the vehicle longitudinal direction x is basically variable, depending on the states of the two actuators 68A and 68B , in particular depending on the actuator state of the first actuator 68A in relation to the actuator state of the second actuator 68B ,

To the design of kinematics and elastokinematics of the suspension 60 However, to make it as simple as possible, it is particularly advantageous if, starting from the straight-ahead position, ie δ = 0 °, an active steering movement for towing in toe δ + only with the wheel center behind in this case M arranged actuator 68B is effected and for active steering in toe δ- the steering movement only with the in this case before the wheel center M arranged actuator 68A is effected, so that when active steering in toe δ + starting from the straight-ahead position δ = 0 °, the first active steering axle 63, as in 8a shown, clearly in front of the wheel center M adjusts, and in particular at the level of the front actuator 68A is located, and when steering in Nachspur δ- starting from the straight-ahead position δ = 0 °, the first active steering axle 63 behind Radmitte M sets as in 8b indicated, in particular approximately at the height of the second actuator 68B ,

As with the previous, based on the 7a and 7b described embodiment of a suspension according to the invention 50 , also points in the 8a and 8b illustrated suspension according to the invention 60 in each case a second, not shown here also steering axis, which in each case during passive steering a pivotal movement of both wheel carrier parts 62A and 62B done together.

Of course, a variety of modifications, in particular of structural modifications, to the illustrated embodiments possible without departing from the content of the claims.

LIST OF REFERENCE NUMBERS

10, 20, 30, 40, 50, 60

Inventive suspension

1

wheel

2, 32, 62

wheel carrier

2A, 32A, 62A

first wheel carrier part

2B, 32B, 62B

second wheel carrier part

3, 33, 43, 63

Swivel axle, first active steering axle

4

second active steering axle

5

another handlebar

6

another handlebar

7

control link

8, 58, 68A, 68B

actuator

9

free end of the first wheel carrier part

11

guide means

12

stop element

34

Sliding guide bolts

35

Sliding guide bolts

36, 46

Scenes guide

37.47

Scenes guide

M

wheel center

R1

first active steering direction

R2

second active steering direction

x

Vehicle longitudinal direction

y

Vehicle transverse direction

z

Vehicle vertical direction

δ

toe angle

δ = 0

Toe angle in straight ahead position

δ +

Toe angle at toe

δ-

Toe angle at toe

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102011007283 A1 [0004]
• DE 10330894 A1 [0006]

Claims (17)

Wheel suspension (10, 20, 30) for an at least slightly actively steerable rear wheel (1) of a two-lane vehicle, - Wherein the suspension (10, 20, 30) has a wheel carrier (2, 32) for receiving the wheel (1), a steering arm (7) and at least one further link (5, 6) for connecting the wheel carrier (2, 32) on the vehicle body and an actuator device with at least one actuator (8) for actively steering the wheel (1) in a first active steering direction (R1), preferably in toe-in (δ +), and in a second active-steering direction (R2), in particular in Nachspur (δ-), - Wherein the wheel carrier (2, 32) is formed at least in two parts and a first Radträger-part (2A, 32A) and a second Radträger-part (2B, 32B), - Wherein the first Radträger-part (2A, 32A) for receiving the wheel (1) is formed and the second Radträger-part (2B, 32B) via at least one of the further link (5, 6) is attachable to the vehicle body, in particular not actively steerable, - Wherein the first Radträger-part (2A, 32A) and the second Radträger-part (2B, 32B) in a functional use condition of the suspension (10, 20, 30) in a vehicle by means of the actuator means are movable relative to each other such that a active, at least slight steering movement of the wheel (1) is effected, and - Wherein the steering arm (7) is articulated wheel carrier side on the first wheel carrier part (2A, 32A) and at least one actuator (8) of the actuator via the toe link (7) with the first wheel carrier part (2A, 32A) is coupled, wherein in particular, at least one actuator (8) of the actuator device is connected via the toe link (7) to the first wheel carrier part (2A, 32A). Wheel suspension (40, 50) for an at least slightly actively steerable rear wheel (1) of a two-lane vehicle, - Wherein the suspension (40, 50) has a wheel carrier (2, 52) for receiving the wheel (1), a steering arm (7) and at least one other link for connecting the wheel carrier (2, 52) on the vehicle body and an actuator with at least an actuator (48, 58A, 58B) for active steering of the wheel (1) in a first active steering direction (R1), preferably in toe-in (δ +), and in a second active-steering direction (R2), in particular in after-lane ( δ-), - wherein the wheel carrier (2, 52) is formed at least in two parts and has a first wheel carrier part (2A, 52A) and a second wheel carrier part (2B, 52B), - Wherein the first Radträger-part (2A, 52A) for receiving the wheel (1) is formed and the second Radträger-part (2B, 52B) via at least one link (5, 6, 7) is attachable to the vehicle body, wherein the first wheel carrier part (2A, 52A) and the second wheel carrier part (2B, 52B) are movable relative to one another in a functional state of use of the wheel suspension (40, 50) in a vehicle by means of the actuator device such that an active, at least slight steering movement of the wheel (1) is effected, and - wherein the steering arm (7) is articulated on the wheel carrier side on the second wheel carrier part (2B, 52B) and at least one actuator (48, 58A, 58B) of the actuator means the first wheel carrier part (2A, 52A) with the second wheel carrier part ( 2B, 52B). Wheel suspension (10, 20, 30, 40, 50) after Claim 2 , characterized in that at least one actuator (48, 58A, 58B) of the actuator device at the first Radträger-part (2A, 52A) and the second Radträger-part (2B, 52B) is connected and in particular at least partially in the vehicle transverse direction (y) between the first wheel carrier part (2A, 52A) and the second wheel carrier part (2B, 52B) is arranged. Wheel suspension (10, 20, 30, 40, 50) according to one of the preceding claims, characterized in that the first Radträger-part (2A, 32A, 52A) and the second Radträger-part (2B, 32B, 52B) pivotally about a substantially in vehicle vertical direction (z) extending pivot axis (3, 33, 53) are interconnected, which at least in a first defined active steering angle range and / or for the first active steering direction (R1) an active steering axis (3, 33, 53). Suspension (10, 30, 50) to Claim 4 , characterized in that the pivot axis (3, 33, 53) in the vehicle longitudinal direction (x) in front of the wheel center (M). Wheel suspension (10, 30, 40, 50) according to one of the preceding claims, characterized in that the steering arm (7) in the vehicle longitudinal direction (x) behind the wheel center (M) on the wheel carrier (2, 32, 52) is articulated. Wheel suspension (10, 20, 30, 40, 50) according to one of the preceding claims, in particular according to Claim 1 , characterized in that at least one wheel carrier part (2B, 32B, 52B) has a guide device (11, 48, 58A, 58B) for at least partially guiding the other wheel carrier part (2A, 32A, 52A), preferably a guide device ( 11) for guiding a free end (9) of the other wheel carrier part (2A, 32A, 52A), in particular for guiding of the pivot axis (3, 33, 53) facing away from the free end (9) of the other wheel carrier part (2A , 32A, 52A). Wheel suspension (10, 20, 30, 40, 50) according to one of the preceding claims, in particular according to Claim 1 , characterized in that the wheel carrier (2, 32, 52) at least one stop (12), in particular a mechanical stop (12) to an active steering movement about the active steering axis (3, 33, 53) in at least one active -Lenkrichtung (R1, R2), preferably at least in the second steering direction (R2), in particular in Nachspur (δ-) to limit. Wheel suspension (10, 20, 30, 40, 50) after Claim 1 combined with Claim 8 , characterized in that the wheel suspension (10, 20, 30, 40, 50) is designed such that after reaching the stop (12), preferably outside the first defined active steering angle range, the first wheel carrier part (2A, 32A , 52A) and the second wheel carrier part (2B, 32B, 52B) on further steering, preferably on further steering in the second active steering direction (R2), in particular on further Nachspurlenken, together about a second steering axis (4) are movable, in particular in the case of further, active steering by means of the actuator device, wherein the second steering axle (4) is defined in particular by the geometry and elastokinematics of the wheel suspension (10, 20, 30, 40, 50). Suspension (50) to Claim 2 , characterized in that the actuator means comprises at least two actuators (58A, 58B), wherein preferably the first Radträger-part (52A) and the second Radträger-part (52B) via two actuators (58A, 58B) of the actuator means are coupled together. Suspension (50) to Claim 10 , characterized in that the first wheel carrier part (52A) and the second wheel carrier part (52B) for active steering in each case in opposite directions in the vehicle transverse direction (y) by means of the two actuators (58A, 58B) are movable, wherein a relative movement of the two wheel carrier Parts (52A, 52B) to each other causes a steering movement of the wheel (1) about an active steering axis (53), wherein the active steering axle (53) preferably in the vehicle longitudinal direction (x ) in front of the wheel center (M) and in particular during active steering in a second active steering direction (R2) behind the wheel center (M). Suspension (30) to Claim 1 or 2 , characterized in that the first wheel carrier part (32A) and the second wheel carrier part (32B) are mechanically interconnected by means of at least one coupling device (34, 37; 35, 36). Suspension (30) to Claim 12 , characterized in that the first wheel carrier part (32A) and the second wheel carrier part (32B) are mechanically connected to each other by means of two coupling devices (34, 37; 35, 36) which are adapted to drive the first wheel carrier part (32A). 32A) and the second wheel carrier part (32B) during active steering in opposite directions in the vehicle transverse direction (y) to lead, preferably a relative movement of the two wheel carrier parts (32A, 32B) to each other a steering movement of the wheel (1) to an active Steering axle (33) causes, wherein the active steering axle (33) in particular in the vehicle longitudinal direction (x) between the two coupling means (34, 37, 35, 36), preferably in the middle therebetween, in particular at the level of the wheel center (M). Suspension (30) to Claim 12 or 13 , characterized in that at least one coupling device (34, 37, 35, 36) has a slotted guide (34, 37, 35, 36) or is formed by a slotted guide (34, 37, 35, 36), preferably both coupling devices ( 34, 37, 35, 36) have a slotted guide (34, 37, 35, 36) or are formed by a sliding guide (34, 37, 35, 36). Axle for a two-lane vehicle, in particular for a two-lane motor vehicle with a left wheel suspension (10, 20, 30, 40, 50) and a right wheel suspension (10, 20, 30, 40, 50), characterized in that at least one wheel suspension ( 10, 20, 30, 40, 50) according to one of Claims 1 to 14 is trained. Axis after Claim 15 characterized in that the axle comprises a left wheel suspension (10, 20, 30, 40, 50) for a left wheel (1) and a right wheel suspension (10, 20, 30, 40, 50) for a right wheel (1) wherein the left wheel suspension (10, 20, 30, 40, 50) and the right wheel suspension (10, 20, 30, 40, 50) respectively according to Claim 1 are formed and have a common actuator, in particular a common actuator (8, 48, 58A, 58B), wherein by means of the common actuator means of the first Radträger-part (2A, 32A, 52A) and the second Radträger-part (2B, 32B, 52B) of the left wheel suspension (10, 20, 30, 40, 50) are movable relative to each other in a functional installation state of the axle in a vehicle such that an active, at least slight steering movement of the left wheel (1) is effected, and wherein preferably simultaneously, by means of the common actuator device, the first wheel carrier part (2A, 32A, 52A) and the second wheel carrier part (2B, 32B, 52B) of the right wheel suspension (10, 20, 30, 40, 50) in a functional installation state the axis in a vehicle are movable relative to each other so that an active, at least slight, in particular the same direction, steering movement of the right wheel (1) is effected. Vehicle, in particular two-lane motor vehicle, characterized in that the vehicle has at least one wheel suspension (10, 20, 30, 40, 50), which according to one of Claims 1 to 14 is formed and / or at least one axis according to Claim 15 or 16 is trained.

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